Multiple-intake manifold



H. P. STURIVI'.

MULTIPLE INTAKE MANIFOLD.

APPLICATION FILED APRJI. 1919.

1,347,598. Patented July 27, 1920.

3 SHEETS-SHEET l.

WlT/VESSES INVENTI? fy f aff/'3235 A TTOH/I/EYS H. P. STURM.

MULTIPLE INTAKE MANIFOLD.

APPLICATION FILED APR. II, 1919.

1,347,598 Patented July 27, 1920.

3 SHEETS-SHEET 2.

*7M/ Vif/l. NIW/4. l

@Si 5.1mm

TTORNEYS WITNESSES j- H. P. STURM.

MULTIPLE INTAKE MANIFOLD.

APPLlcATloN FILED APR. 11, 1919.

1,347,598, 'Patented July 27, 1920.

3 SHEETS-SHEET s.

WITNESSES A TTU/MIE IS UNITED STATES PATENT OFFICE.

MULTIPLE-INTAKE MANIFOLD.

To all whom t may concern:

Be it known that I, HARRY PRICE STURM, a citizen of the United States,and a resident of Clarksburg, in the` county of Harrison and State ofVest Virginia, have invented certain new and useful Improvements inMultiple-Intake Manifolds, of which the following is a specification.

My invention relates to improvements in internal combustion engines, itbeing more particularly an improvement in the manifold for conductingthe motive fluid to the engine, and it consists in the constructions,combinations and arrangements herein described and claimed.

The foremost object of the invention is to provide a manifold for aninternal combustion engine, which is so designed and constructed thatthe proper velocity of the fuel is maintained at all engine speeds,retaining the original atomization created in the carbureter, andpreventing condensation on the walls of the manifold.

A. further object of the invention is to provide a multiple conduitmanifold, wherein certain of the conduits are employed at low enginespeeds, and others are automatically cut in when the engine speeds up,accordingly increasing the area of the passage for the flow of fuel andthus accommodating Athe increased volume necessary at high speeds.

A further object is to provide in a multiple conduit intake manifold asabove described, means whereby the auxiliary or high speed conduit canbe out in either automatically or manually. y

A further object of the invention is to provide a novel type of manifoldfor internal combustion engines, by the use of which a great percentageof fuel is saved by preventing condensation thereof on the walls of themanifold. Y

Other objects and advantages will appear in the following specification,reference being had to the accompanying drawings, in which Figure 1 is aperspective view illustrating the application of the invention to aninternal combustion engine,

Fig. 2 is a vertical longitudinal section of the improved manifold,parts being shown in elevation, Fig. 3 is an enlarged sectional view,showing the vacuum operated valve in the Specification of LettersPatent.

Patented July 27,1920.

Application led April 11, 1919. Serial No. 289,229.

distributer block and its operating mechanism, more clearly,

Fig. 4 is a detail plan view showing the distributer block applied tothe carbureter, and the mechanism for operating the var'ious valves onthe inside,

Fig. 5 is a detail sectional view taken substantially on the line 5-5 ofFig. 2 and showing how the low speed passage or conduit is applied tothe distributer block, and

Fig. 6 is a section taken substantially on the line 6 6 of Fig. 3.

It should be stated in developing and perfectlng my improved multiplemanifold, due recognition has been taken of what hasbeen done in theprior art, and especially as represented in the patent to Piatt M.Orlopp, patented November 9, 1915, #1,159,985. This patent shows 'theemployment of a plurality of conduits but in addition to these, myimproved manifold has other peculiar and important features as willpresently be more fully explained.

.The multiple intake manifold consists of two or more pairs of passagesor conduits 1, 2. The conduits 1 are smaller in diameter than theconduits 2.

Each set of conduits is of substantially the same shape, that is to say,both branch out from the distributer block 3 which is suitably securedto the carbureter 4, and so conduct the fuel from the carbureter to theconduits of the manifold. The difference between the two sets ofconduits may here be noted. The small or low speed conduits first enterthe distributer block 3 before they merge into the single passage 5,shown in Fi 5. A

n the other hand, the auxiliary or high speed conduits 2 are combined at6 in Fig. 1, where they merge into a single conduit 7, which in turn isapplied in any suitable way to the block 3. The upper ends of therespective pairs of conduits are fixed in conduit receivers 8. Theseconsist of suitably shaped bodies that are arranged to be fitted intothe valve supporting structures 9 on the engine 10.

It is to be understood that the multiple manifold can be applied to theengine in any desirable manner and to this end, the use of theparticular arrangement of conduit receivers 8 may be done away withaltogether and some other arrangement substituted. Regardless of whatthe particular construction of the manifold is, the primary purpose ofthe provision of a plurality of conduits of different diameters is toprevent the condensation of the fuel on the walls of the manifold at lowengine speed, and to provide a manifold of sufficient area toaccommodate the increased volume of fuel at high engine speeds, alwaysmaintaining a sufficient velocity.

In furtherance of the principles of the invention, the distributer block3 is provided with a vacuum operated valve 11 which opens automaticallywhen the engine speeds up. Under ordinary conditions, the valve 11 doesnot open, but the engine is supplied with fuel from the carbureter 4through the low speed conduit 1, and the throttle valve 12 controls theflow of fuel under all circumstances.

The throttle valve 12 has an arm 13 to which the link 14 is connected.In the present instance, the other end of the link 14 is joined to abell crank 15 which has a rod connection 16 that leads Within reach ofthe operator. As the rod 16 is moved back and forth, the throttle valve12 is opened and closed accordingly.

In order not to affect the valve 11 under ordinary circumstances bymoving the rod 16 back and forth, but at the same time, making provisionfor manually opening the valve 11 irrespective of the increased suctionin the engine, provision is made for opening the valve 11 from the link14 when the link has moved a predetermined dis-4 tance. It is plainlyshown in Fig. 1 that the bifurcated end 17 of an arm 18, partly embracesthe link 14 so that it may be engaged by the adjustable stop 19 on thelink.

The arm 18 is affixed to the exposed end of the cam rod 20 which issuitably journaled in the block 3 and carries a cam 2l which operatesagainst the end of the valve stem 22 of the valve 11. A spring 23,suitably disposed in the valve ca e 24, normally keeps the valve 11seated. he cage 24 is screwed in place in the internally threaded bore25, by means of a Spanner Wrench or other suitable implement that isapplied to the notches in the outer end of the valve cage. The bore 25merges with an annular enlargement 26 in the block 3, which is for thepurpose of enabling the opening of the valve 11 and maintaining auniform and undiminished fuel passage to the auxiliary manifold 2.

Fig. 6 shows how the cam shaft 2O is journaled in the distributer blockPortions of the block are removed at 27 and consequently suitably shapedto receive the shaft. Fillers 28 are then applied to hold the shaft inplace. This is only one way of supporting the shaft and if in actualpracticesomc other way may be found better, obviously the better Waywould be employed. The

advantage of the present arrangement is, that the shaft 20 can be takenout by simply removing the fillers 28.

The' operation.

Under ordinary circumstances, the suction of the engine is not greatenough to unseat the valve 11 and consequently at low engine speed, thefuel passes to the various cylinders of the engine through the low speedconduits 1 which are relatively small in diameter.

It is intended primarily that the valve 1l shall act automaticallyaltogether and, at the same time, the advantage of opening the valve bymanual means is also desired to be retained. Both purposes can becarried out by varying the adjustments or locations of the abutment 19.When theabutment is adjusted near the arm 18, the valve 11 will becaused to open a little before the suction of the engine becomes greatenough to unseat the valve of its own accord. In other words, thethrottle valve 12 is capable of manual adjustment under ordinarycircumstances, and when opened to a predetermined place, as when it isdesired to speed up theengine, the valve 11 is also unseated toaccommodate the increased flow of fuel and consequently fuel isconducted to the engine through all of the conduits of the manifold.

In conclusion it is desired to say that instead of making the conduits 1and 2 as separate members, they may be cored pas sages in a singlemanifold casting.

While the construction and arrangement ofv the multiple intake manifoldas herein described and claimed, is that of a generally preferred form,obviously modifications and changes may be made without departing fromthe spirit of the invention or the scope of the claims.

I claim 1. A distributer block for a multiple man ifold, having passagesfor receiving low speed sets of conduits and auxiliary sets of conduits,the auxiliary conduit passage including an annular enlargement merginginto a valve cage bore, a valve cage fitted in said bore, aspring-seated valve in said cage arranged to open into the annularen1argement by virtue of increased engine speed, a cam shaft journaledon said block, a cam on said shaft operating against the stem of thevalve, and an externally applied arm on said shaft, arranged to beoperated by associated throttle valve actuating means.

2. The combination, of a carbureter throttle valve, a multiple intakemanifold including a normally open set of conduits, a normally closedset of conduits, means operatively associated with the second set ofconduits keeping them normally closed but being capable of opening on anincrease of engine speed above a predetermined limit, and manuallyoperated means for actuating the throttle Valve, embodying devicesconstituting alternative means for actuating said conduit closing meansirrespective of in creased engine speed.

3. The combination, throttle valve, a multiple intake manifold includinga normally open set of relatively small conduits, a normally closed setof conduits of larger diameter, means operatively associated with thesecond set keeping them normally closed but being capable of opening onan increase of engine speed above a predetermined limit, and manuallyoperated means for actuating the throttle valve, embodying devicesconstituting alternative means for actuating said conduit closing meansirrespective of increased engine speed.

4. The combination, of a carbureter With an applied distributer block, amultiple manifold consisting of separate sets of conduits branching outfrom said block, one set of said conduitsbeing in constant communicationwith the carbureter, but the other set being normally closed; a throttlevalve in the carbureter, With connected devices for manually operatingit; anengine speed-responsive member normally closing said second set ofconduits to the carbureter, but capable of opening on an increase ofenof a carbureter y gine speed above a predetermined limit, thusconnecting all of the conduits with the carbureter; and adjustableconnected members coperatively associated between said speedresponsivemembers and the operating devices of the throttle valve, enabling manualoperation of said speed-responsive members.

5. A multiple intake manifold, comprising a set of conduits merging intoa single passage in a distributer block at one end, and enterlngseparate conduit receivers at the other ends; an auxiliary set ofconduits, of larger diameter merging into a single passage beforeentering the distributer block, and connected to said receivers at theother end; a valve cage with a normally seated valve in operativeassociation with said auxiliary set of conduits and keeping said setnormally closed through said distributer block, associated carbureterthrottle valve operating means including a reciprocating link with anadjustable abutment, and means for manually unseating the valve in saidcage, including a cam shaft with an arm arranged to be engaged by saidabutment, and a cam arranged to operate against the steam of said valve.

HARRY PRICE STURM. Witnesses:

I. JANE BLAND, EARLE T. TAYLOR.

